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Garrity 1, Bryant 1, Mattic 1, Abate 1, John Garrity 1, O'leary 1, Baker 1, Mta 1, New York 1, Us 1, The City 1, California 1, Sf Mta 1, Et Cetera 1,
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  SFGTV    [untitled]  

    April 22, 2013
    8:44 - 9:14am PDT  

that relative to technology as well, but on a monthly basis we report enforcement operation plans. we have a conduit by which we provide traffic collision information. it's not the most effective and efficient way of doing it, but we have that in place currently. as i get further in the presentation i will point out there is technology we want to have basically in place and pilot in place by june that is effectively real time in terms of not only traffic collision information about also enforcement. >> thank you. >> all right. so as we talk about the issue of enforcement and prioritizing in december of last year the mta issued an analysis of all traffic collisions over the last 10 years and i think that was referenced earlier. in identifying the top collision factors involved in our
collisions speeding red light, failure to yield to pedestrians, stop signs and fail to yield when taking a u turn are part of the chief's directive to all personnel of the police department to focus on the five, so the five being speeding, the red light stop sign violations, fail to yield -- >> i think you need to have someone keep moving the slide. >> no, you got it there. we will advance one more. all right. this slide represents the increase that we saw -- we have seen in the use of red light cameras. they're fixed locations. there have been a few additional deployments in the number of years but you can see increase of violations from 2011 to 2012. that really speaks to the issue at hand and
that is people operating their vehicles improperly, so these are deployed in areas that we historically have had problems. where you have the systems in place we don't see the same problems in terms of collisions but clearly you have additional violations there. another area of enforcement is impaired driving. we have partnered with the california highway patrol to run a number of different operations, mainly dui checkpoints. as you maybe aware those require notice to the public in terms where they're going to be, date and time and so forth. additionally we do significant amount of operations through the traffic company for just a rotating dui enforcement areas. we will satiate and
then times we coordinate these operations with major events such as play off games, large civic events and so forth. as i move on into investigation one of the effort it's. >> commander i apologize for interrupting and i don't know if someone can help you see members of the public can see what board members have in front of you. >> absolutely. i am kind of speaking ahead of the slide so forgive me. i wanted to give you back drop before i go into the slide. >> okay sorry. >> one of the efforts is consolidate the resources that we have of the police department. we have a hit and run detail and a major accident investigation team. those two entities are being merged to one to form the traffic collision investigative unit. this unit will take on basically the follow up investigation of any traffic related collision. this unit also be supported by an
associates program as developed in the department whereby we identify a group of officers that have an interest in traffic enforcement and traffic collision investigation and who operate in patrol and those individuals are trained, identified to be members of this associates program, and effectively become traffic specialists. as i speak to -- as i spoke to technology one of the issues using technology is in support of the focus of the five. the department currently has 26 light r units and light range speed guns. they're effectively a step above the radar devices that historically most folks know of. this will be augmented by additional units and hand held units to identify speeding vehicles and traffic.
the department has also corrected the policy and procedural issues around the use of preliminary alcohol screening devices. as we are aware last year -- actually in 2011 that became an issue that the public defender's office brought to our attention and capturing the data that the devices are supposed to capture. we have replaced those devices and soon toy deployed and about 35 in total. to capture the data and make it full time real time effectively we are moving direction of electronic ticket writing and part of the system that will be shared within the police department and mta sewhen a traffic collision takes place and the officer writes the department into the system it's available to mta within a 24 hour basis. likewise
enforcement that is conducted by way of these electronic ticket writers is it is also populated into the same data base so you can over lay where your collisions are taking place and where perspective is taking place to make sure the both are in place here. furthermore we're going to be using -- utilizing unofficer body cameras so these are cameras that the supervisors allotted $100,000 and the police department's budget to purchase cameras for targeted enforcement operations. part of that targeted enforcement operations is actually going to involve traffic officers as well. now let me get back to the slides here. as you can see from this one slide on the board here although we had some decreases quarterly comparison in some areas one of our targeted areas is actually pedestrian
right-of-way and those operations we have literally have a plains clothe police officer walking across an intersection and those vehicles that do not yield a right-of-way are subsequently stopped by a marked police car and given tiktds so you're seeing increase from this year's operation in the number of citations issued and last year's as well. -- versus last year. >> through the chair if i may ask. how do you pick those intersections? >> those intersections are based upon the analysis that mta did in that report of 2012 where we're able to identify the top most problematic intersections in corridors per district. each police captain in turn has that information and current events that are taking place, concerns brought to the district level
by citizens living there. on a monthly basis the captain develops a operation plan and resources are directed to specific locations and that's precisely how this is taking place and this is just a summary of the technology, the enforcement efforts, and investigative areas that we're focusing our resources on. any questions? >> yes. thank you for all of that helpful information, so in terms of focusing -- you know you have limited resources in terms of traffic enforcement and in 18 months hopefully it's back at full capacity and between now and then and even after that in terms of outside of the focus on the top five bad intersections how does the department make broader decisions about where
to really focus traffic enforcement in other parts of the city? is that up to the district captain? it's more of a centralized process? because i will say that one consistent piece of feedback i receive from people all over my district is that they don't see much traffic enforcement. that's not to say there isn't any and a lot of times we have a problem area and the station captain in my experience is good at responding and putting some enforcement there, but i think there's a frustration that people don't at least see the enforcement, and so i'm just wondering who is making those decisions and is there a centralized plan? is it station by station? >> sure. there is a centralized plan. the plan is the basis -- the foundation from our decisions is the analysis
conducted of the 10 years of traffic collision that the mta does in terms of identifying the most problematic intersections and corridors. on a monthly basis those district station captains use that as a baseline but obviously need to take into consideration concerns that are brought to their attention through their respective communities, and perhaps redirect from those steadfast locations to other areas within their own district. those reporting operations come down to the deputy chief of operations. they in turn -- i am provided a copy and we provide a copy to the mta as well in terms of monthly enforcement but those are targeted enforcement. i mean the expectation is every officer in uniform in our department plays a role in pedestrian safety by way of daily enforcement activities, and so although you will have two or
so targeted enforcements in a district per month, every day is an enforcement opportunity for that particular district, and particularly in directing those resources to concerns of the community that are brought to attention. if you have a particular intersection or stop sign that citizen reporting they're seeing people drive through without stopping then it's incumbent upon the captain to provide some resources to that problem and hopefully abate it, but there say vetting of all the major targeted enforcements through the operations bureau. >> thank you. >> just a couple of questions. just last year here in the city do we know how many people were hit and injured while walk something. >> i don't have that at this point. we're verifying. we initially reported that we had 20 pedestrian fatalities in 2012. in fact that number is
in error. it's actually 16 and the reason why it's in error because we didn't take into account at the time certain different other reports. say in one instance we had a pedestrian hit by a muni bus and turned out by the medical examiner's report and report it was in fact a suicide so we initially looked at it as a accident it was a suicide so it wouldn't count. we had another individual who drove into a pole and the medical examiner's office concluded it was a heart attack and doesn't count in that regard so for 2012 we are in the process right now of verifying every collision report to make sure when we report it a final number to mta
is in fact accurate. >> when can we expect that number in terms much the full collisions and injuries? >> in terms of the full universe we have preliminarily just for 2012 -- and i stand by this is preliminary, collisions with injuries was 2462. i suspect that's going to go up. we're not 100% confidence of that number so that's why we're verifying it and in 2011 it was 3111. >> so from my reading of the draft of the mayor's pedestrian safety and commitment to increase enforcement hours and the failure to yield speeding and 20% by next year and i am curious to kind of the steps taken in order to meet tha.d i know some of that is with the new police officers that we will get, but do you feel like sfpd
has strategy to meet that goal? >> most definitely. i think the answer to that goal is a fully staffed police department. your average officer in the field contributes to traffic enforcement. then you have your specialists if you will of traffic enforcers and those are the folks are motorcycles, so as we increase both numbers i am thinking we're definitely going to see an increase in traffic enforcement much to the chagrin of those violating the law. >> my last question is kind of -- has several different concepts, but do you have any concrete stories of success in terms of sfpd's ability to do enforcement where you saw reductions, things that were helpful getting the outcomes that we want to see which are safer streets? >> sure. >> one thing i want to add and
one thing helpful with captain o'leary coming to the work groups and can personally hear from the residents. we found that communication helpful but it's great to hear what is successful in this area? >> sure one of the -- i kind of highlight one of the stations, john garrity in the tenderloin. he is active participate in the monthly enforcement efforts and we have seen because of his engagement with the community and just really encouraging compelling the officers to be more active we have seen a decrease in issues in his district versus years past. it's just that chair mattic leadership we're seeing in many of the districts oftentimes fueled by public input and really allows us to direct our
resources. this analysis that mta completed in 2012 coupled with what we receive from the community really allows towses direct the resources where they need to be. >> i feel very lucky to have captain garrity in district 6. he has been amazing and wonderful to work with. a couple of things i would like to say one thing we hear from the residents especially during rush hour because a lot of the rush hour is south of market and the tenderloin is cars blocking the intersection and stuck at the red light and just having walked down third and first streetcars are very aggressive and as a pedestrian it's frustrating to have these cars just kind of -- because they're bigger and just of in the way and i know that comes up a lot figuring how to work on the intersections and i know new york city has done the ban the box campaign and i
brought that up with the captain and interesting how we can use it and i don't know if cameras are part of the solution there. if you could have enforcement when they're in the middle of the intersection and like running the red light. that is something definitely i heard, but i do want to appreciate kind of the increased dialogue with sfpd and our members in district 6. i think it has been helping to see improvements. >> good thank you. >> thank you. >> thank you. >> good afternoon supervisors. [inaudible] reynolds. i'm a section leader at the sf mta. i'm going to talk through the on going work that has come out of
the analysis that was first and the mayor's safety task force. i think we are grateful and excited by the information and sort of data driven analysis of pedestrian crosswalks and bring it into the work as fast as we can get it, and really looking forward to a real prioritize list of projects coming from the pedestrian safety strategy that will allow us to target that even further. this is a map that we have seen. this is the high injury or pedestrian safety corridors. i want to talk about how we use that data in talking -- sort of taking advantage of unique opportunity with the general obligations street bond passed by the voters in 2011. the majority was focused around removing streets but there was money set aside for
improvement and important to have a funding stream and leave the streets better than the way we found it so this is in the streets bond that dpw is going to repave the streets on top of the safety network. so what looked at every single walk first intersection so within this network the planning department always identified places where there were intersections where the pedestrians, the severity, the frequency of pedestrian crashes were high, and also we had high numbers of people walking, so the crash rate is high. there is potentially to positively impact the people. we looked at all the intersections to be repaved and looked at feasible itd of doing curb extensions and et cetera and focused that money around that knowing that we
needed to get our coordination together really quickly. curb extensions are really a collaboration between dpw and mta and legislating parking removal and feasibility and design and construction and then we tried to take advantage of projects under way that were outside of the high injury network so balboa street is a good example. there was a plan and not part of the network but an opportunity to make that project better. there were transit and bus bulbs and extensions added to that project. we delivered the 15 miles per hour school zones project and qualified schools for that. there was an enforcement plan that accompanied that and we had the opportunity to work with some of the officers and traffic company to continue enforcement efforts because the sign is only as
good as the signs obeying it and we know it really needs to go hand in hand with enforcement and design part of the streets match the mosted sign of the streets. this is actually the pilot corridor traffic calming program so this map has -- it includes the schools around the high jury network to give you a sense of the coverage is. it's an opportunity to take a funding stream that we already have and refocus it in light of the safety strategy and reducing frequency of injuries and up until recently i think it's somewhat overwhelming to go out to the big streets and come up with a cost effective solution that doesn't end up being $20 million a mile to
environmental clear and widen sidewalks, et cetera, but what we can effect and the lighter touch is speed through signal timing so we're looking at streets where we have an opportunity to slow the speed of traffic by slowing down the signal timing so the drivers can't get up to 35-40 miles per hour and we have a pilot and the intention is find out whether this it be effective in bringing the speed down and time them for 18-20 miles per hour and see if we can get it down to below 25 and 30 is the magic number to stay under to reduce the severity of the crashs. >> which are the three corridors? >> turk between goth and baker. 16 between marketer and bryant
and guerrero between 15th and 25th. if we're successful we continue to bring this out and on going program and systematically retiming the streets where we can. now the complexity here is almost the northeast part of the city is on a timing scheme and all connected but there could be a project to retime the entire grid which could have tremendous positive effects in slowing people down. this is a little about continental crosswalks and we have a program to this and you heard about crashes here and there are huge number of wrashes happening at marked crosswalks and particularly with streets with more than one lane and see
the pedestrian step into the crosswalk and slows down and the driver behind doesn't see or they're stopping for no reason. we see rear ends and drivers swerving and we have a multi-threat crash so we have been going through systematically. we have 200 locations like this city wide and improve the visibility of the wrawk and more red on the side of the crosswalk so it's easier to see each other and improve the sight lines and a low cost way with paint so we have about 200 of these and we have 80 left and we have been using variety of funding sources to have a broad impact with a relatively small amount of funding. head count down signals. we had work that the
mta did several years ago that demonstrated dollar for dollar they have some of the best return on investment in terms of reducing pedestrian crashes so the program is something that the department has been focused on trying to roll out. we have 69 intersections to be upgraded in the next three years and you see some of the prioritization criteria that our signals group uses to target those improvements. some signals are easy. you can instawd it with little effort but some signals are older and get under ground and deal with the guts of the signal to make it work so they very in cost and complexity but a big focus of the department. >> just a quick question on that . once the 69 are installed
how many are left? and i am curious how much we will have left after this? >> [inaudible] >> around 100. >> out of 1,000, 1100 intersections. >> [inaudible] >> so we're making great progress there. >> and just another clarifying question through the chair. the 69 intersections are they highlighted in yellow and green? i want to make sure i am following the presentation. >> yes the yellow are programmed to be installed in 2015 and the other dots and colors. the green shows where they have been installed for all crosswalks and you can see the black and vehicle signals only and some of the.s that are green and black where we have partial coverage and not total coverage. so the other thing i wanted to talk about was around outreach and it's something that can have
really -- can be have a great return on investments so we had an opportunity and a grant that we had recently, a safe routes to school grant, to spend $55,000 on outreach. this is unique thing. most of the grants are for capital and we have it for outreach we like to take advantage of it. we base this on a program from miami-dade county and they did rigorous analysis of the crashes and they came up with a strategy that targeted the behaviors and they cut the pediatric pedestrian crashs in half in one year, so it was a hugely successful program. new york did something similar. they did focus groups and most didn't understand that 25 miles per hour is the default speed limit and they had an ad campaign and that's that kind of approach so we want to do it in miniature
and we have a grant to do it city wide that we can do shortly that is very exciting, so this map shows most of the crashes in this area are clustered around the arterial streets and the commercial district. they're happening around schools and school age children are over represented in these pedestrian crashes and the time of day they're happening is in the sort of the pick up -- when school lets out. it's between 330 and 4:00 p.m. and that told us a lot and we wanted to do a campaign that was focused on the drivers. the messaging is to the drivers so putting them along some of the arterial and corridor street wrist we see this happening and having a campaign focused around the commercial district s and the merchants using a shopping bag to get the message out about pedestrian safety, and we're still kicking around the idea
of doing something on the sidewalk itself, something temporary, and evaluating that and help inform the city wide program that is coming right behind it, so that's sort of the kind of high level look at our approach to dealing with speeding, corridor safety, intersections and outreach and we're really excited by the prospect of getting a prioritized list of pedestrian safety list of projects in the next few months so we can focus that work further. >> just really quickly we want to wrap up so we can have public comment but it's great to see the numbers in the action plan. have we determined -- when we say 184 intersections that we want to improve or increasing pedestrian crossing at 390 intersections do we have a sense of where -- have we identified those areas already based on